Delivered to the US Navy as an R7V-1, BUNO 131624 on 8 May1953.
Assigned to Fleet Transport Squadron Seven or Eight (VR-7 or VR-8) at Hickam AFB, and then
to same squadron at NAS Moffett, California in 1957.

Transferred to Commander, Naval Air Force, Atlantic Fleet (COMAIRLANT) at NAS Norfolk,
VA in 1958 and then to VX-6 at NAS Quonset Point in Sep 1958, coded "JD" and
named "Phoenix."

Used on "Operation Deep Freeze" annually, and stationed at RNZAF Base Wigram,
New Zealand each summer from approximately September to March.

First visit to New Zealand was 20 Sep 1958.

Used on Wigram/Christchurch - McMurdo Sound, Antarctica flights.

Modified by Nov 1960 with a trap on the starboard side of nose to catch airborne
plankton.

Coded JD-6 from approximately Aug 1962.

One penguin painted on side nosewheel door for each completed Deep Freeze mission.

Modified to R7V-1P for 1961-62 "Operation Deep Freeze."

Redesignated C-121J in 1962.

Left Christchurch, New Zealand 16 Mar 71 after final season of Antarctic operations and
ferried via NAS Quonset Point to Davis-Monthan AFB for storage in Mar 71.
Removed from the inventory of MASDC at Davis-Monthan on 25 May 71 with 15,609 hours on the
airframe.

The aircraft was put up for sale by DOD on 23 Mar 77 but there were no takers and she
was scrapped.

To Airborne Early Warning Maintenance Squadron Two (AEWMATRON 2) at NAS Barbers Point,
TH by 1956, redesignated C-121J in 1962 and to Airborne Early Warning Barrier Squadron,
Pacific (AEWBARRONPAC) at NAS Barbers Point by Dec 62.

Transferred to VX-6 at NAS Quonset Point on 1 Sep 64, coded JD-5 and named
"Pegasus."

Used on "Operation Deep Freeze annually.

One penguin painted on side nosewheel door for each completed Deep Freeze mission.

Coded JD-7 from at least Mar 66.

Modified with new antenna under tail unit for airborne ice-sounding in late 1967 and
flight tested in Dec 1967.

The aircraft, with 80 on board, was flying from Christchurch, New Zealand, on its first
flight of the 1970-71 season. After making six low passes over the field, the C-121J
attempted to land in zero visibility, winds gusting to 40 mph in a snowstorm and in
90-degree crosswinds.

The starboard wing was torn off completely and the tail unit broken. There were only
slight injuries to five on board.

The aircraft was subsequently broken up at McMurdo.

(web masters note: Well, it's not too broken up...)

Photo from "20 Years On The Ice", the 1975 squadron cruise/reunion book
Bob Nyden

photo from William Staskel

photo from William Staskel

photo from William Staskel

photo from William Staskel

photo by Ron May

photo by Billy-Ace Baker

photo by Billy-Ace Baker

photo by Billy-Ace Baker

photo from William Staskel

photo from Billy-Ace Baker

Photo from "20 Years On The Ice",
the 1975 squadron cruise/reunion book
Bob Nyden

Photo from "20 Years On The Ice", Bob Nyden
the 1975 squadron cruise/reunion book

Thanks to the Constellation Historical Society for the use of the R3350
engine wav.

From: BillyAceBaker@aol.com
Date: Fri, 16 Jun 2000
All:
Attached are some photos from my scrap book of the connie the day after. The way I
remember the story is this way.
About midnight a Navy stake truck driven by BMC Parker (ASA CMAA) stopped at my house on
Cranbrook Avenue and
picked me and my seabag up and took me to Harewood with the rest of the brownbaggers.
I was on Phoenix 6 which was the first aircraft leaving Harewood and heading for the ice.
CDR Dave Eldridge wanted all the

squadon aircraft to go in on opening day.
An hour later Pegasus took off followed by the Hercs all staggered at one hour intervals.
During the night the hercs overtook and passed the Connies and in due course landed one by
one. Then the weather started deteriorating at

McMurdo but we landed ok, however the second Connie, the Pegasus, wasn't so lucky and
ran into trouble and crashed.
The next day I went out and took these pictures.
That's my story and I'm sticking to it.
Billy-Ace